Fluid-pressure brake.



W. V. TURNER. FLUID PRESSURE BRAKE. APPLIoATIoN plum JULY 1 1901.

Patented Apr. 4, 1911.

UNITED STATES PATENT OFFICE.

WALTER V. TURNER, F EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, 0F PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

FLUID-PRESSURE ranke.

` Specification ot Letters Tatent. Application lediJuly 1, 1907. Serial No. 381,7774.-

Iatented Apr. 4, 1911.

To all who/m it may concern.'

Be it known that I, WALTER' V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Fluid-Pressure Brakes, of Which the following is a specification.

This invention relates to tiuid pressure brakes, and particularly' to the emergency feature of a triple valve of the form wherein thetrain pipe is vented to the atmosphere to cause a local reduction in train pipe ressure in 4an emergency application o the brakes, and wherein the flow of air from the train pipe through the emergency vent valve actua'tcs an emergency valve device to open a communication from a reservoir or source of fluid pressure to the brake cylinder. In prior constructions of this character', the train pipe vent valve is liable to close, so that the flow of train pipe iuid is cut otf from the emergency valve device. thereby permitting the emergency valve to return a nd close the communication between the reservoir and brake cylinder, before the reservoir and brake cylinder pressures have fully equalized. This is particularly true where a -supplemental reservoir or other additional source of pressure is employed to supply tluid to the brake cylinder to augment the brake cylinder pressure, as such reservoir is usually of large capacity and consequently requires considerable time to equalize with the brake cylinder pressure.

l The principal object of my invention is therefore, to provide mea-ns adapted to hold the emergency valve open until the reservoir and brake cylinder' pressures have substantially equalized.

In the accompanying drawings, Figure 1 is a diagrammatic elevational view of a car air brake equipment, with my improvements applied thereto; Fig. 2 a central sectional view of a triple valve device, embodying one form of my inventioi and showing the parts iu 'full release position and Fig. 3 a similar view, showing the parts iu emergency application position. As shown in Fig. 1, the

car equipment may comprise a train pipe 1, connected by branch pipe 2 with a triple valve device 3, an auxiliary reservoir 4, supplement-al reservoir 5, connected respectively by pipes (S and 7 to the triple valve device 3, and a brake cylinder 8.

For the purpose of illustrating the application of my invention, the same is shown in the drawings, as applied to a type of triple valve known as the New York ut it will be understood that the invention is also adapted to other types of tri le valves, wherein qllick action isV secured liy Venting lluid from the train pipe to the atmosphere in emergency applications of the brakes.

Y Such a triple valve may comprise, as shown in thc drawings, a casing 9, having a valve chamber 10 containing slide valves 11 and 12 for controlling the exhaust and admission of tluid from 'and to the brake cylinder, and a main actuating piston 14, contained in a piston chamber 13. The main piston has a piston chamber 1.5 which contains an emergency piston 16, adapted to actuate a train ipe.vent valve 17 in emergency applications of the brakes. A passage 19 leads from said vent valve 17 to an ,abutment 20, provided with a stem 22 for actuating an emergency vulve 24, contained in valve chamber 41 and controlling a port 25, leading to passage 26 and through check valve 42 to brake cylinder passage 27 and the brake cylinder. A sprinoj28 tends to maintain the valve 24 closed and thel abutment 20 in its outer position. The pipe 7 from the supplemental 'reservoir 5 opensinto an annular passage 31,

which may be provided with a charging passage 32, leading from th'e main valve chamber 10 and the auxiliary reservoir. The charging passage 32 being preferably provided with a check valve 33, to prevent back {iow to the auxiliary reservoir. According to a preferred construction of my invention the valve 24 is provided with an operating abutment 23, contained in a piston chamber 43, and normally held to its seat on a gasket 2S) bv said s rinr 28 so as to )revent leak- P a: a l y age of fluid around the stem 22.

"In full release position of the parts, air

from the train pipe fiows through the lusual feed groove around the main piston 14 to 'the valve chamber 10 and auxiliary reservo1r, and thencey past check `valve 33 to passage 32, passage-31 and pipe 7 to the supplemental reservoir, charging the same to the standard train pipe pressure. The annularV passage 31 is also in open communication in this position around the abutment 23 with the emergency valve chamber 41 so that the opposing Huid pressures on abutment 23 are normally1equalized. v

A service application is made in the usual manner by causing aV gradual reduction vin train pipe pressure, and the main piston is thereupon shifted by auxiliary reservoir pressure to its outer position, closin the brake cylinder exhaust and vopeningrake cylinder port 37 to the auxiliary reservoir. The adual movement of the main piston permlts the fluid between the main piston and the emergency piston 16 to flow out I' through a passage 38 in the stem 39, so that Y the piston 16 and stem 39 are not moved to open -the train pipe Avent valve 17.

In an emergency application of the brakes however, the sudden reduction in train pipe pressure, causes the main piston 'to shift quickly, andas the fluid between thepistons is unable toflow out of the small passage- 38 Vfast enoughgfthe emergency piston is also shifted, closing the passage'38, andl on the further movement thereof," the stem 39 opens the vent valve 17, and train pipe au' ows into passage 19 and on to abutment 20, v

which is thereupon shifted to its inner position, uncovering vent port 30, so that the fluid from the train pipe flows to the atmosphere. The inward movement of the abutment 20; through the stem 22 shifts the abutment 23 and the valve 24 so as to open brake cylinderon the inner face of said piston 23, andthe supplemental reservoir pressure on the outer fac'e thereof, have substan- Ltially equalized, then the spring 28 shifts the valve 24 and closes port 25. Y It will now be, apparent that the valve 24 will be held open independently of the abutment 20, and

that the valve will remain open until substantial equalization of pressure has taken place. ,The triple valve device, may of course, be also provided with a similar emergency valve mechanism for governing communication from the usual auxiliary resevoir` tothe brake cylinder and such. mechanism'may likewise be provided with my improvement for maintaining commu; nlcatlon open from the auxillary reservoir to the brake cylinder, if desired.

Havingnow described my inventiomwhat I I claim as new and desire to secure by Letters Patent is:

1'. In a fluid pressure lbrake, the combination with a train pipe, reservoir and brake cylinder, ,of a vent valve mechanism operat-` ing upon a reduction in train pi-pe pressure for venting air from the train pipe, an

emergency valve device operated by the flow of air vented from the train pipe to open communication )from lthe reservoir to the` said emergency valve device in the open position until the pressures of the reservoir and` brake cylinderA substantially equalize and for then shifting the valve device to close saidcommunication..

3. In a fluid pressure brake, the combination with a train pipe, reservoir and brake cylinder, of a Vent valve operatin under a reduction in train pipe pressuregor releasing air from the train pipe, anemergency valve device operated by the flow of air from said vent valve to open communication from the reservoir to the brake cylinder, and having means subject yto brake cylinder pressure for4 governing the closing of said valve.

4. In a fluid pressure brake, the combination with a train pipe, reservoir and brake` cylinder, of a valve mechanism operating under a sudden reduction in train pipe pressure for venting air from the train pipe, an emergency valve device operated by the liow of air vented from the train pipe to open communication from the reservoir to the brake cylinder, and having means subject to the opposing pressures of the brake cylinder and said reservoir 'for lcontrolling .the clos'- ing of said valve mechanism.

5. In a fiuid pressure brake,

the combination with a train pipe, reservoir and brake cylinder, of a valve operating under a reduction in train pipe pressure for venting' au' from the train pipe, an emergency valve for l controlling communication bet-Ween said reservoir and brake cylinder, a movable abutment operated by the flowof air from saidl "the auxiliary 'for'contained in and operated by said main ving the emergency valve open until tially equalize.

vent valve for shifting said emergency valve to open communication from the reservoir to the brake cylinder, and means for holdthe pressures'i,4 of the reservoir and brake cylinder substantially equalize.

GifIn a fluid ressure braketlie combinationv with a train pipe, reservoir and brake cylinder, of a4 vent valye operatin under a reduction in train pipe pressure or releas in air from the train pipe, an emergency v ve for controlling communication etween said reservoir and brake cylinder, an actuating abutment therefor, operated by the flow of air from said vent valve to shift said valve and open said communication between the reservoir and brake cylinder, and an abutment subject to the opposing pressures of the reservoir and brake cylinder for controlling the closing of said valve.

7. In a fluid pressure brake, the combination With`a train pipe, reservoir and brake cylinder, of a triple valve device comprising a main valve means for effecting a service application of the brakes, a vent valve operatin in an emergency application of the brakes to release air from the train pipe, an emergency valve mechanism operated by the flow of' air from said vent valve to open communication from the reservoir ,'to the brake cylinder, and meansfor holding said emergency valve open until the pressures of the reservoir and brake cylinder substan.

8. In a fluid pressure brake, the combination 4With a train pipe, auxiliary reservoir, brake cylinder and supplemental reservoir,4 of a triple valve device comprising a main piston and valve for supplying fluid from the auxiliary reservoir to the brake cylinder in service applications of the braltes, a train pipe vent valve, an actuatingpiston therefor, operated by said main pistou under a sudden reduction in train pipe pressuixz to open said vent valve, an emergency valve device, operated by the flow of air from said vent valve tof open communication from the supplemental reservoir to the brake cylinder, and means for holding the emergency valve device in open position until the brake cylinder and supplemental reservoir pressures have substantially equalized.

9. In a fluid pressure brake, the combination with a. train pipe, auxiliary reservoir, brake cylinder and supplemental reservoir, of a triple. valve device comprising a main' iston and valve for supplying fluid from reservoir to the brake cylinder inservice applications of the brakes, altrain pipe vent valve, au actuating pistou tlierepiston under a sudden reduction in train i a source of llud pressure.

pipe pressure to open said vent valve, an emergency valve device, operated by the flow of air from said vent valve to open a communication from said supplemental reservoir to the brake cylinder, and means for holding the emergency valve device in open position until the brake cylinder and supplen'iental reservoir pressures have substantially equalized.

10. ln a fluid pressure brake, the combination with a-train pipe, triple valve, and brake cylinder, of a source of fluid pressure, a valve device operating upon a sudden reduction in train pipe pressure for opening communication from saidsource of fluid pressure to the brake cylinder, and means operated by the flow of fluid from thc source of lluid pressure to the brake cylinder for maintaining said valve device in open position.

11. In a fluid pressure brake, the combination with a train pipe, triple valve, auxiliary reservoir, and brake cylinder, of a supplemental source of fluid pressure, a valve device operating upon a sudden reduction in train pipe pressure for opening communication from said supplemental source of fluid pressure to the brake cylinder and having means operated by the flow of fluid from said source. to the brake cylinder for maintaining said valve device open.

12. In a fluid pressure brake` the combination with a train pipe and brake cylinder, of a source of fluid pressure, a triple valve device having means operating upon a sudden reduction in t'ain pipe pressure for venting air from the train pipe, a valve mechanism operated loy the air vented from the train pipe 'for opening communication from said source of pressure to the brake cylinder, and means operated by the flow of air from said source to the brake cylinder for maintaining said communication open.

13. In a fluid pressure brake, the combina-A tion ivith a train pipe and brake cylinder, of a source of fluid pressure, a triple valve device having means operating upon a sudden reduction in train pipe pressure for venting air from the train pipe, a valve mechanism operated by the air vented from the train pipe for opening communication from said source of pressure to the brake cylinder and provided with an abutment operated by the flow of fluid from said source oi pressure to thc brake cylinder 'for maintaining said communication open, and means adapted to close said communication upon substantial equalization of the fluid from said source into llie brake cylinder.

'14. lua fluid pressure brake, the combination with a train pipi` and brake cylinder, of

a triple valve device liaving incans operating upon a sudden communication opfen, and

reduction in train pipe pressure for venting nir from the train pipe, a valve mechanism operated by the uil* vented from the train pipe for opening communication from said ing seid. communication upon the. substan- 10 tial equalization of the pressure of said source into the brake cylinder.

'In testimony whereof I have hereunto set my hand. Y.

v WALTER V. TURNER. Titiiesses: v l

R. F. EMERY, `WVM. M. CADY. 

